Ferry-bridge.



110.84%,862; PATENTED AP'R.'2, 1907.

W. STERN.

PERRY BRIDGE.

APPLIOATION TILED JULY 19, 1906.

5 SHEETS-SHEET 1 PATBNTED APR. 2,' 1907.

E. w. STERN.

FERRY BRIDGE.

APPLICATION FILE D, JULY 19, 1906.

5SHEETS-SHEET 2.

OODOODOQOOODUO- JJDJJJDOCGOCQ PATENTED APR. 2, 1907.

E. w. STERN.

5 SHEETS-$113M 4.

1n: ua'nlus PETERS cbv, vusnma'ron. c.

, PATBNTED APR. 2, 1907.

E. W. STERN. FERRY BRIDGE. APPLIOATION FILED JULY 19. 1906 5 SHEETS-SHEET THE-NORRIS pm sns 00., wAsHmcruN. 4 c.

UNITED STATES PATENT FERRY-BRIDGE.

Specification of Letters Patent.

Patented April 2, 1907.

Application filed July 19,1906. Serial No. 326,811.

To all whom, it may concern.-

Be it known that I, EUGENE W. STERN, residing in the city of New York, in the county and State of New York, have invented certain new and useful Improvements in Ferry-Bridges, of which the following is a specification.

My invention in ferry-bridges relates to the double-decked type disposed as a slip for the delivery to and the receiving of the dis charge from a boat or other similar marine vessel when the same is at its landing posi tion and to that class adapted to be adjusted to register both with thelower and an upper deck of the vessel.

Hitherto and previous to my invention, in so far as I am at present aware, bridges of this character were employed mainly as the slips for making ferry-boat landings and were provided with means for independently adjusting the upper-deck gang-plank to the gangway of the ferry-boat when the same is landed, the lower deck being in some instances adjusted by means of a float or caisson for tide or like variations and by mechanical means for variations in level demanded by the loaded condition of the boat witl which the terminal gang-plank of the slip is adapted to register, and in other instances adjustment of the slip has in this connection been effected entirely by mechanical devices. By either of these methods of adjustment it has been customary in practice to employ an attendant to adjust the upper-deck gangway independently to properly register with the corresponding deck of the boat, thus entailing an expense for the services of such attendant, as well as a risk through liability of failure on the part of the employee to properly perform the requirements at all times in the establishing of the requisite register of the upper-deck-gang-plank terminal and the corresponding part of the boat in order to avoid danger arising from collision between these parts.

It is the object of my invention to provide a more eifective and inexpensive means for adjusting the terminals of both the upper and lower decks of slips or bridges of this character than by those in vogue and previous to my invention, in so far as I am at present aware, and as well to provide safeguards for the upper decks of these bridges when the same are by inadvertence or accident rammed by the vessel when making a landing or within limits otherwise displaced from the stations or structures to which they are connected.

A feature of my invention is characterized by the novel provision of supporting-columns for the upper deck, bridge, or slip, which is carried by the main-deck bridge and is adapted to provide substantially a parallel movement for these two decks as the system comprising the two is caused to rise and fall by the action of the tide or by a mechanical adjustment for bringing the terminal into register with the corresponding planes of the vessel or boat.

Another feature of my invention lies in the safeguard provision for the upper deck of the bridge structure when the main deck of the same is displaced by collision with the boat or otherwise, as aforesaid.

I attain these objects by the construction as illustrated in the several sheets of drawings hereto attached and the detailed description thereof, which. together form part of this specification With reference to the drawings, Figure 1 is a vertical longitudinal sectional elevational view of a ferry house or station, illustrating in side elevation my improved doubledecked ferry bridge or slip, the upper and lower decks of which are shown in register with a double-decked ferry-boat. Fig. 2 is an enlarged detail side elevational view of an upper-deck-supporting column carrying an outer terminal of the swinging section of the upper deck and the upper-deck terminal slip and a fragmentary side elevational view of its base-support. Fig. 3 is an end elevational view of one pair of the said supportingcolumns disposed in the manner of an arch and a transverse sectional view of the upper deck of the aforesaid slip and a fragment of a truss secured thereto and adapted to secure another and similar pair of the said supporting-columns situated to the left of the center line 2 2 and a cross-sectional view of the basesupports for the columns. Fig. 4 is an enlarged side elevational view of the terminal gang-plank for the upper deck and a fragmentary view of the terminal slip to which the same is connected, illustrating two differ-- ent positions of adjustment for the said gang-plank and means whereby the same is adapted to be controlled by an attendant on the boat. Fig. 5 is a top plan view of the lower and upper deckgof approximatelypne- (Fig. 6 is a modificational detail view illus trating another form of one of the supporting columns 1n accordance with my invention and the ad ustable gang-plank connected therewith, and Fig. 7 is a fragmentary de-- tailed View of the upper-deck displacementsupporting members.

In the several figures similar characters of reference indicate identical parts, wherein A de icts a swinging slip or ferry bridge of wel known construction, adapted to swing on a horizontal stationary axis comprising a semicylindrical bearing-socket A and corresponding rocker A as illustrated fragmentarily in Fig. 2. The socket A is usually constructed of wood and is carried by the piling or other suitable construction at the shore of the landing. The rocker A being constructed of similar material is bolted or otherwise secured to the under side of the slip structure. The outer extremity or terminal of the slip A is in some instances buoyed up by the water through the agencyof a caisson or float A secured thereto. It has also been customary in practice to support this extremity from preferably the roof of the ferryhouse through the agency of an adjustable counterbalancing-chain A or other tension member and again by both the suspension-chain A and counterbalancing-weights A and the caisson A The latter in this instance carries the greater part of the load upon the free end of the slip A, while the suspension-chain A and counterbalance A together with a suitable capstan A, provide a means for effecting variations in the level of the free terminal of the slip in accordance with the variations in the draft of the boat with which the slip is to register under varying loads.

Carried by the terminal of the slip or bridge A and substantially at points within a line in which the same is supported are the deck-columns B. In the instance illustrated two of these are shown in Fig. 3 supporting a deck B and a gangway B pivotally secured thereto. The two columns B, carrying the deck, are connected together in the manner of an arch by a girder 1 B. A gair of these columns, together with the deck are provided for respectively the starboard and port side of ferry-boats having longitudinal lateral cabins over bilges and are connected together by a truss 2 B in a manner well known to those skilled in the art to which my invention relates.

The gangway B is fixed securely to the heads I) of the columns and by its kinematic relation with the column, slip, and deck is adapted to assume substantially a horizontal position as the structure comprising the slip and deck is lowered or raised in the effecting of an adjustment of the structure to the level of the boat, as aforesaid.

Carried by the free end of the gangway B is a terminal bridge or gang-plank B, which is pivotally secured to the terminals of the gangway in a manner whereby the said gangplank may be swung vertically into either of the positions as illustrated in Fig. 4, in which positions it is secured by means of a spring aotuatedlatch b, carried by the free terminals of the framework 19 of the gang-plank B and the segmental notched latch-plate 6 as clearly illustrated in Fig. 4. The latch b is adapted to be controlled by an attendant on the boat through the agency of preferably a pull-rod b and handle 5 The gang-plank B terminates at its outer extremity in a swinging floor-sill B To effect a counterbalance of the gang-plank B 1 provide an adjustable counterbalancing-weight 1 6 which may be fixed in an adjusted position by the bolts 1 6 In considering the question of hazard to the passengers upon automatically-adjustable deck ferry slips or bridges of the character to which my invention relates in the event of accident to the fundamental structure carrying the deck, my attention has been directed to the necessity of permitting freedom of motion within certain limits of the displacement of the slip when rammed by a ferry-boat, and regarding public safety as an object in this connection I provide what I believe to be of considerable importance in the construction of ferry-bridges of the character aforesaid, and the manner by which I obtain this object of my invention is to provide for the supporting-columns B a base comprising the rails C and the socketed terminals C therefor, permitting longitudinal displacement of the slip A with respect to the deck comprising the members B and B aforesaid. These rails are preferably of the usual standard type employed in railway service and may be of a length in proportion to the structure approximately as that illus trated in Figs. 1 and 2 and varying in crosssectional dimensions in proportion to the requirements of load to which they are to be subjected. The socketed terminals C preferably consist of steel castings secured to the rail and united by means of angle-bars or fish-plates, as clearly illustrated in Fig. 2, the socket being presented with respect to the base of the columns B as a thrustbearing and back-stop. The lower extremities of the columns B are provided with lugs I), carrying bearing-pins G which ride upon the rails C, as illustrated in Figs. 2 and 3. The rails C are secured to the floor of the slip or bridge in a well-known manner by spikes or bridgebolts, preferably the latter, and in such a manner as to restrict the rails C against movement.

It will be observed by the plan, Fig. 5, that a pair of these rails for either side of the structure vary in length more or less, according to the formation of the slip-terminal. In the instance illustrated, wherein the slip-terminal is formed in the manner of a concaved arc, the rail nearest the center line 3 3 is somewhat shorter than the outer rail, and the effect of this variation in length upon the superstructure when the slip is rammed by a ferry-boat will be more fully hereinafter explained. The deck B at its shore end or slip end is horizontally swung from and carried by the upper floor projections or galleries 1 B of the ferry-house by means of the lugs 11 b and 11 I) and the bearing-pin 1 1 b and the opposite extremity of-the same is pivotally connected to the gangway B in a similar manner, as clearly indicated in Figs. 1 and 2.

In considering the effect'of a longitudinal displacement of the slip or bridge A-such, for example, as might be occasioned by the collision of a ferry-boat therewithwhich would dislocate the joint A A and force the slip A in the direction of the indicating-arrow, Fig. 2, over the roadway or shore, the col umn B being secured by its head to the gangway B would be substantially retained by the load imposed thereon by the deck, comprising the members B B and the j amb 2 b of the head I), while the rails C, together with the slip or bridge A, would move in the direction of the arrow as aforesaid, when the supporting-pins 0 would be forced to slide over the surface or tread of the rail 0, while the columns B retain their normal position supporting the deck. In the event of a displacement of the slip being to an extent suflicient to sever the connection between the inner columns, or those toward the center line 2 2 of Fig. 3, and the outer terminal of the rail C the center structure would then be supported by the columns B and the outer rail C and by the girders 1 B and2 B, and thus relieve the deck of a disastrous wrenching strain which would have been occasioned by the collision had the columns been restricted against movement at their base, thus obviating the wrecking and falling of the superstructure. Obviously, were thebases of the I columns secured to the slip A in lieu of being mounted slidingly, in accordance with my invention, the longitudinal displacement of the slip would tend to critically divert the angle of the superstructure and precipitate the occupants thereof or wrench the columns from their fastenings, contributing to the wrecking of the deck.

It will be observed by Fig. 3 that the construction at the base of the columns B provides for a lateral movement or side swing for the slip or bridge A between the limits of the lugs 1) independently of any movement on the part of the superstructure or deck aforesaid. At the several jointed portions of the deck it will be observed I have provided a means for maintaining the fencing in of the gangway laterally at the joints or hinged connections 11 b, 11 b, and 11 b and for this purpose have overlapped the walls D and D, as depicted more clearly in Fig. 2, in a manner so as to provide a continuity of lateral guard throughout the range of angular movement of the gangway B with relation to the remaining portion of the deck B.

I have previously herein referred to the superstructure or deck, indicating the same.

as the deck B, the gangway B and the gang-plank B I desire these parts, however, to be interpreted as the deck when taken together or the superstructure of the double-decked ferry bridge or slip described. In practice I prefer to construct the columns and deck-frames of steel structural forms, securing the elements thereof by riveting or bolting them in a well-known manner. Obviously, however, the structure may be of wood or other suitable material.

In the modification illustrated in Fig. 6 the columns B in lieu of being secured to the gangway B are swung directly from the deck B, and the gang-plank B is swung upon the same axis. This construction is particularly applicable in making ferry-boat landings when the upper-deck terminal of the ferryboat recedes but comparatively little with respect to the lower-deck terminal or when these are substantially vertically over each other.

I am aware that previous to my invention double-decked ferry-bridges have been in vogue, 'and I am also aware that these have been constructed in a manner whereby the terminals of both the main deck or slip and the upper deck were adjustable for different levels.

It will be observed by the foregoing description that my improved double-decked ferry-bridge provides a means whereby the adjustment of the upper deck, or, as I have termed it, the deck, is effected by and through the adjustment of the lower deck or slip with which it is connected, while the connection between the upper and lower deck permits of relative transverse and longitudinal movement therebetween, and that the adjustment when effected, irrespective of the water-level or the boat-level due to load, will be such as to establish a register substantially in plane and alinement with the upper deck of the boat automatically by and through the adjustment of the lower deck of the slip with the boat-deck. It will likewise be observed that the head of the column B is provided with an inwardly-overhanging portion or j amb 2 b. The j amb 2 b when the main deck is rammed by a ferry-boat is brought into contact with the under side of the upper deck B, which in consequence of the load imposed upon the columnB through the deck B restricts the column B to a limited angular movement. The clearance between the jamb 2 b and the deck B provides for the normal amount of play which is required between these two members as the structure plays vertically during its adjustment by the action of the tide or otherwise, as aforesaid. In the event, however, of the longitudinal displacement of the fundamental structure tending to move the base of the columns toward the shore of the structure the amb 2 b will be brought into contact, as aforesaid, with the under side of the deck B, and thus prevent the gangway B from dipping to a critical angle. This will cause the base-support of the column B to slide forward along the rail 0.

In the event of a displacement of the slip A of greater extent than the length of the rails C the outer stop C would be brought into contact with the base support or pin C of the column B, and when the movement is in excess of this length the angular position of the column B would be beyond the critical position for properly supporting the gangway B and the jamb 2 b being still in contact with the under side of the deck B would be in a position upon further displacement, as aforesaid, to become wrecked. To obviate the wrecking of the superstructure, I provide the ways d and the slotted bearing (1 for the lug i Z) in lieu of the circular perforation therefor, thus permitting the entire superstructure to be ifted by the jamb 2 1), thereby enabling the bearings 1 1 b to skid up the ways (1 Having fully described my invention, I claim as new and desire to secure by Letters Patent of the United States 1. In a double-decked ferry-bridge, the combination with the main deck of a superstructure and interposed column-supports and a longitudinal sliding base therefor.

2. In a double-decked ferrybridge, the combination with the main deck of a superstructure comprising a second deck and interposed column-supports, and a longitudinal sliding base therefor provided with terminal stops.

3. In a bridge of the character described, a fundamental swinging structure having substantially a horizontal fixed axis, a jointed superstructure carried by the fundamental structure, the two adapted to swing in unison, supports for the superstructure pivotally connected thereto and slidingly connected with the fundamental structure.

4. In a bridge of the character described, the combination of a fundamental structure and a superstructure, both being adapted to swing on fixed substantially horizontal axes, and of supports, for the superstructure carried by the fundamental structure, provided with a sliding base connection.

5. In a plural-decked bridge of the character described, and wherein the same is adapted to swing on substantially horizontal fixed axes, a column-support having a sliding base rising from the main deck and pivotally connected with the upper deck, a gangway for the upper deck carried by said support and adapted to maintain a substantially horizontal position during the range of swinging movement on the said bridge, substantially as described.

6. In a plural-decked bridge of the character described, having a main deck and an upper deck substantially vertically over the former, adapted to swing on substantially horizontal fixed axes, a column-support having a sliding base rising from the main deck and pivotally connected with the upper deck, a gangway for the upper deck carried by said support, a stationary support for the structure, and means connecting the free swinging terminal of the lower deck and said stationary support for adjusting the horizontal position of said gangway.

7. In a bridge of the character described, the pivoted gang-plank provided with an adjustable counterbalance, and means at the outer terminal of said gang-plank for securing the position of the gangway.

8. In a bridge of the character described, the pivoted gang'way provided with an adjustable counterbalance and a latch at the inner extremity, and a swin ing sill at the outer extremity thereof together with means at the outer extremity of the gangway for controlling the latch.

9. In a gangway, a pivoted terminal gangplank, a counterbalance and a latch at one extremity of said gang-plank, and means at the outer extremity of said gang-plank for controlling the latch.

10. In a double-decked bridge'of the character described, the combination of upperdeck supports and longitudinal-displacement bases therefor of varying lengths.

11. In a double-decked bridge of the char-- acter described, the combination of upperdeck supports and longitudinal-displacement bases therefor of varying lengths, and of a truss structure for receiving the stress imposed upon the deck when the shorter-length bases have been displaced. 1

12. In a double-decked bridge of the character described, the combination of upperdeck supports and longitudinal-displacement bases therefor of varying lengths, the upperdeck supports being provided with longitudinal-displacement bases and of a truss structure.

13. In a double-decked bridge, the combination of upper-deck supports and longitudinal-displacement bases therefor said upperdeck supports being provided with means for restricting the movement of the supports.

14. In a bridge of the character described and longitudinal-displacement bases for the I0 and in combination With the superstructure, supports.

supporting-columns having longitudinal-dis- 1 In testimony whereof I have signed my placement bases, the heads of the supportingname to this specification in the presence of columns being provided with stops. tWo subscribing Witnesses.

-15. In a bridge of the character described EUGENE W. STERN. and in combination With the superstructure Witnesses: and column-supports therefor, displacement- R. YOUNG,

supporting bearings for the superstructure SOLQN HERZIG. 

